RU2301166C2 - Rail vehicle two-axle bogie - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: proposed two-axle bogie of rail vehicle contains wheel sets 1 with axle boxes 2 connected by first stage of spring suspension with frames of single-axle bogies of open [-shaped form connected with body by longitudinal links, and stage of spring suspension for coupling vehicle body with axle box housing. Opposite inner ends of frames of single-axle bogies are connected by diagonal tie-rods. First stage of spring suspension consists of two composite springs 8, 9 whose first ends are connected to axle boxes and disconnected from each other, and second ends are interconnected and connected with frames of single-axle. Frames of single-axle bogies are provided with additional beams secured in center with fitted on brake equipment and brackets for fastening longitudinal links 7 made of composite material and connected by other ends to brackets 11 of vehicle body 12 by rectangular section pins.

EFFECT: reduced mass of bogies, improved their dynamic properties, decreased wear of wheels and rail.

2 cl, 3 dwg

Description

The invention relates to biaxial bogies of rail vehicles, in particular, to bogies of freight and passenger cars, as well as trailed cars of electric trains.

Known uniaxial carts of the type KERF [1] and FEBA [2] (see "Railways of the world" No. 12, 1996, pp. 24-27 and No. 8, 2002, pp. 56-59), as well as uniaxial trolley of a rail vehicle (see RF patent: RU 2209741 C2 7 B61F 5/38, 3/04, 2001) [3]. The disadvantage of these designs is that they do not provide for the possibility of combining into biaxial carts.

Closest to the proposed invention is a biaxial frameless trolley company "Fiat" [4], which provides for direct support of the body on the axle boxes of wheelsets. The disadvantages of this trolley are the presence of a returning device with a spherical hinge in the pivot assembly, as well as the widespread use of rubber-metal hinges in the relations of a wheel pair with frames and frames with a returning device. In addition, this trolley has a large number of small parts that bring it closer to the running gear of cars. All this together makes it impossible to use its design on the main rolling stock of railways with high loads transmitted from the wheels to the rails.

The proposed invention allows to reduce the mass of the cart, the complexity of manufacturing the cart, to increase the safety margins of its elements while maintaining a high axle load - up to 25 tons. In addition, the dynamic properties of the rolling stock will improve, especially in the horizontal plane.

The technical result in the implementation of the invention is to reduce the horizontal forces of interaction of the wheels with the rails and reduce their wear, as well as reducing the resistance to movement, which reduces energy consumption for traction of trains.

The specified technical result is achieved by the fact that two uniaxial bogies of a rail vehicle containing wheelsets with axle boxes connected by means of a first stage of spring suspension with a frame of bogies connected to the body by longitudinal leashes, and a second stage of spring suspension to connect the vehicle body with the axle box, equipped with diagonal rods of the synchronizer of the radial installation, connecting the opposite inner ends of the frames of two uniaxial trolleys, while the first stage The suspension consists of two composite springs for transmitting vertical, longitudinal and transverse forces, the first ends of which are attached to the axle boxes and disconnected from each other, and the second ends are connected to each other and to the frame of the trolley.

In addition, the longitudinal leash is made of composite material and is connected at one end with a round roller to the bracket of the trolley frame, which provides freedom for wobble vibrations and elastic resistance when bouncing, galloping and twitching the trolley. The second end of the traction leash is connected to the body bracket with a pin of rectangular cross section, providing elastic resistance to the vertical and transverse movements of the bogies relative to the body. The second suspension stage is equipped with double-row springs with a hydraulic vibration damper, connected in series with a separate spring so as not to allow high-frequency vibrations from the axle box to the body. Damping of vibrations in the first stage of spring suspension and in connection with the inner ends of the frames with the body is performed by the internal friction forces of the composite elements. The upper spring cage of the second stage is made according to the type proposed in [5], rolling with a knife element to provide lateral movements of the wheelset relative to the body when moving in a curve. Damping of the oscillations of the relative and wagging of the bogies and the body is made by separate dampers.

Figure 1 shows a biaxial trolley of a rail vehicle, a General view; figure 2 is a view along arrow A in figure 1, figure 3 is a section along BB in figure 1.

The biaxial trolley of a rail vehicle contains wheelsets 1 with axle boxes 2 connected to the frames 3 of the trolley by means of a first stage of spring suspension.

The frames 3 of the trolley are located in a horizontal plane below the axis of the wheelsets 1 and are made open, for example [-shaped, each consisting of a middle part and two side parts. An additional beam 4 is attached to the middle part, on which the parts of the brake devices 5 and the bracket 6 for attaching the longitudinal leash 7 are placed.

The first spring suspension stage consists of two single-sheet composite springs 8 and 9 for transmitting vertical, longitudinal and transverse forces, the first ends of the springs 8 and 9 being pivotally attached to the axle box bodies 2 at different points, and the second ends are connected to each other and to the frames 3 of the trolley . A longitudinal lead 7 made of a composite material is connected to the bracket 6 by means of a cylindrical roller 10. The other end of the leash 7 is attached to the bracket 11 of the body 12 with a pin of rectangular cross section. This method of fastening the longitudinal leash 7 provides elastic resistance and damping during vibrations of bouncing, galloping, twitching, relative and side rolling of the body 12 and the trolley, while the resistance does not create wobble fluctuations of the trolley.

The second spring suspension stage connects the body 12 to the axleboxes 2 and consists of four sets of double-row springs 13. Each double-row spring 13 consists of an external spring 14 and an internal spring 15. The upper clip 16 of the springs 13 is made of a rolling type with a knife element. The body 12 transfers the load through the support 17, the articulation surface of which with the cage 16 is made with a radius. To damp the vertical vibrations of the body 12, a hydraulic vibration damper 18 is provided with a spring 19 connected in series, which reduces the high-frequency disturbances transmitted from the axle boxes 2 of the wheel pairs 1. The horizontal vibration damping is performed by dampers 20.

To limit the lateral movements of the frames 3 of the trolley relative to the vehicle body 12 when moving in a curve, a lateral movement limiter 21 located on the trolley and elastic transverse stops 22 of the body 12 are provided.

To ensure radial installation in the curved sections of the track, a synchronization mechanism is provided, consisting of two diagonal rods 23 connecting the opposite inner ends of the frames 3 of the trolley. The rods 23 are made of composite material, and their fastening to the brackets 24 of the frames 3 is made with round rollers. Moreover, any transverse relative movement of the cart creates elastic transverse and longitudinal reactions, which stabilizes the tortuous motion and increases the critical speed, exceeding which causes a loss of stability of the tortuous motion. Preliminary calculations found that by changing the elasticity of the diagonal rods 23, it is possible to increase the critical speed of more than 800 km / h, which fully meets the requirements for the rolling stock of railways, including high-speed ones.

Braking devices 5 are made in the form of disc brakes 25 with brake cylinders 26.

Two-axle truck rail vehicle operates as follows.

Vertical static and dynamic forces from the body 12 are transmitted directly to the axle boxes 2 of the wheel pairs 1 and all the flexibility of the springs 13 protects the body 12 from vibrations, which improves the dynamic properties of the vehicle. At the same time, the design of the springs 13 ensures that, when the body is empty 12, the static deflection is created only by the outer spring 14, and the inner spring 15, having a lower height, would remain unloaded. When the body 12 is fully loaded, both springs 14 and 15 bend so that their static deflection becomes equal to the static deflection of the outer spring 14 when the body is empty. This solution ensures the stability of the dynamic properties of the vehicle regardless of the load of the body 12. Vertical static and dynamic forces from one end of the trolley are transmitted by single-leaf springs 8 and 9 to the axle box bodies 2, and from the other end - through a longitudinal leash 7 to the body 12. Damping of vertical vibrations made by spring-loaded hydraulic dampers 18 and internal friction forces of composite springs 8 and 9 and longitudinal leashes 7.

The rotation of the trolley relative to the body 12 in the horizontal plane (wobble) occurs due to the lateral deformation of the springs 13 and the diagonal rods 21, and when the trolley is attached, the elastic resistance is also created by the longitudinal leashes 7. The knife support on the upper clip of the springs 13 allows the wheel pairs to be laterally moved 1 relative to the body 12. When choosing a transverse clearance in the elastic stops 22 increases the "returning" force, creating the necessary conditions for the movement of the body 12 in a curve. In addition, the combined action of the springs 13 and the elastic stops 22 provides lateral stability of the body 12 from tipping over. The damping of the horizontal vibrations of the body 12 is performed by the dampers 25 and the internal friction forces in the longitudinal leashes 7.

Information sources

1. Single-axle self-aligning trolley KERF. “Railways of the world” No. 12, 1996, pp. 24-27.

2. The new concept of the chassis of the regional train BM 72. “Railways of the world” No. 8, 2002, pp. 56-59.

3. Monoaxial trolley of a rail vehicle. RF patent: RU 2209741 C2 7 B61F 5/38, 3/04, 2001

4. Prospect trolley "Fiat".

5. The connection of the body of the locomotive with the trolley. USSR copyright certificate No. 440296 of 08.25.74

Claims (2)

1. A biaxial trolley of a rail vehicle containing wheelsets with axle boxes connected by means of a first stage of spring suspension with frames of uniaxial trolleys of open [-shaped form, longitudinal leashes connected to the body, and a second stage of spring suspension to connect the vehicle body with the axle box, and equipped with diagonal rods of the synchronizer of the radial installation connecting the opposite inner ends of the frames of uniaxial bogies, characterized in that the first stage of the spring The suspension consists of two composite springs, the first ends of which are attached to the axle boxes and disconnected from each other, and the second ends are connected to each other and to the frames of uniaxial bogies, and the frames of uniaxial bogies are equipped with additional beams fixed in its center with brake equipment installed on them and brackets for attaching longitudinal leads made of composite material and their other ends connected to the brackets of the vehicle body with pins of rectangular cross section. 2. The biaxial trolley according to claim 1, characterized in that double-row springs are used in the second spring suspension stage, and when the body is empty, the static deflection is created only by the external spring, and when the body is fully loaded, both springs bend so that their static deflection becomes equal to the static deflection of the outer spring when the body is empty.

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